Airplane



l J. RoDEcK 2,472,763

AIRPLANE 4 Sheets-Shea?I l June 7, 1949.

Filed Aug. 5, 1946 A INVENTOR.

Jack //odec/f BY June 7, 1949.

'.l. F. RODECK i v AIRPLANE 4 Sheets-Sheet 3 Filed Aug. 5, 1946 U N m r T A INVENTOR.'

AJune 7, 1949. J. F. RoDEcK 2,472,763

AIRPLANE Filed Aug. 5, 1.946 4 Sheets-Sheet 4 IN V EN TOR.

' Jack F" Rdeck HTTDRNEY Patented June 7, 1949 UNITED STATES PATENT OFFICE AIRPLANE Jack F. Rodeck, Odessa, Wash.

Application August 5, 1946, Serial No. 688,434

7 Claims. 1

My present invention relates to an improved airplane and especially to the novel and unique controls used in conjunction with the improved shape to produce a heavier-than-air craft adapted to offset and overcome the supersonic limitations and to offer a craft easier to handle and maneuver under all flying conditions.

In the accompanying drawings I have illustrated one complete example of the physical ernbodiment of my invention according to the best mode I have thus Vfar devised but it will be understood that various changes and alterations may be made in the exemplified structure within the scope of the appended claims.

YIn the drawings:

Figure l is a top plan view of the airplane o1 my invention.

Figure .2 is a perspective view thereof.

Figure 3 .is a front elevational view.

Figure 4 is a partial top plan of a wing.

Figure 5 .is a detail view in section of the control for the expansible Wing.

Figure 6 isa longitudinal vertical sectional View of the wing in contracted position.

Figure 7 is a longitudinal vertical sectional view .of the wing in expanded position.

Figures 8, 9, 10 and 11 are rear elevational views showing the rudder aps in various combined positions to enhance the control.

Referring now to the drawings wherein I have illustrated the preferred form of the present embodiment of my invention, I employ 4a ycockpit 2 terminating forwardly of the wings and rearwardly merging into the fuselage of spaced upper and lower rearwardly extending vertical ns 4 5 which tapers rearwardly as at 6.

The wings 8 and l0 extend from the approximate mid point of the cockpit substantially the full length of the fuselage and are formed with recesses |2-l4 forming an open center.

The propeller I6 is secured rearward of the cockpit and in the open center and while I have shown 'the propulsion means to be a blade propeller it will be apparent that a jet at l1 may well be employed in lieu thereof.

Extending along a substantial portion of the side edges of the wings 8 and l0, I have provided control flaps I8 hinged longitudinally of the ship as at 20 and these flaps may be controlled by suitable means from the cockpit.

Struts 22 strengthen and brace the wings and in order to vary the slip-streamed leading edge of the wings under proper conditions I have formed these wings with hinged sections 24 secured by springs 26. Within the containers 28 and 30 forming a vbox I provide an eXpansible bag 32 as rubber and this bag may be inflated to pivot the spring retained hinged section in take-ofi and landing and other slow speed operations. The bag is inflated automatically and expands between the walls 34 and 36 to fill the space therebetween, from air under pressure in pipe 38 having relief valve di). Relief valve 40 is provided with a minute escape port, and when air pressure supply is shut off by control valve (i2, the pressure vin bag 32 is gradually reduced until relief valve 40 opens under spring tension, to exhaust the balance of air from bag 32. The control valve i2 is formed with a seat i3 and the impeller Mi is rotatably secured upon the shaft valve i5 to close the valve when the speed of the impeller reaches a predetermined point. Conversely as in landing as the impeller speed decelerates, the valve will open to permit air under pressure from tank d6 to pass therethrough.

Brake flaps 48 are positioned under the wings 8 and lil controllable from the cockpit and the rear ailerons 5) may be raised or lowered by suitable means.

In a diamond shaped frame 5i between the wings and the upper and lower fuselage sections 4 and 5, I employ the rudder flaps 52, 5i, 55 and 58 independently controlled from the cockpit.

In figures 8 through l1, I have shown 'various4 combined positions to effect added control to the ship and, of course, many other combinations thereof with the brake iiaps 48 and the ailerons 5U may be employed.

With all of the flaps in parallel position with regard to the frame, the fiaps form a Venturi tube at the rear of the open center of the wings and the blast from the propulsion means will be restricted in its passage therethrough adding tothe propulsion force.

The control flaps I8 prevent the outward and upward air pressure from curling over the wing edges and also increase the maneuverability of the ship in taking ou or landing in a cross wind.

By locating the propeller amidships, I have offset at the turbulence point the so-called second shock wave encountered at supersonic speeds and the propeller destroys this shock wave.

Further with the wings receding toward the outer edges as shown, the tips clear the first shock wave and avoid Vcompression and vibrations encountered at supersonic speeds.

The longitudinal supersonic wing design is constructed in its profile outline so that it will have the highest approach towards combating the supersonic disturbances. A slim and sharp edged airfoil design is employed for this purpose, yet, it maintains its strength through the decrease of mechanical leverage by adopting the smaller aspect ratio.

The lift properties for the small aspect ratio and low speed operations are compensated by the lift co-eicient stabilizer comprising the pneumatic tube along the leading edge of the wing. When inflated, the wing will have a greater lift co-eliicient and as suflicient speeds are reached automatic deflation will occur.

Having thus fully described my invention what I claim as new and desire to secure by Letters Patent is:

1. In an airplane the combination with a fuselage having spaced upper and lower rearwardly extending vertical ns, and wings extending substantially the full length of the fuselage and centrally recessed to form with the spaced fins an open center, of propulsion means located forwardly in the open center, an open frame connecting the aft end of the wings and ns and aligned to permit the passage of the propulsion blast therethrough, and rudder flaps on the frame independently controlled to maneuver the airplane.

2. In an airplane the combination with a fuselage having spaced upper and lower rearwardly extending vertical fins, and wings extending substantially the full length of the fuselage and centrally recessed to form with the spaced iins an open center, of propulsion means located forwardly in the open center, a diamond-shaped open frame connecting the aft end of the wings and ns and aligned to permit the passage of the propulsion blast therethrough, and rudder flaps on the frame independently controlled to reduce the opening through the frame to maneuver the airplane.

3. In an airplane the `combination with a fuselage having spaced upper and lower rearwardly extending vertical fins, and wings extending substantially the full length of the fuselage and centrally recessed to form with the spaced fins an open center, of propulsion means in the open center, rudder flaps disposed rearwardly about the open center, and hinged sections for the leading wing edges, and pneumatic means for pivoting the section to vary the lift co-eflcient.

4. In an airplane the combination with a fuselage having spaced upper and lower rearwardly extending vertical ns, and wings extending substantially the full length of the fuselage and centrally recessed to Aform with the spaced fins an open center, of propulsion means in the open center, rudder aps disposed rearwardly about the open center, hinged sections for the leading wing edges, a sectional container within the wing, an inatable bag in the container, and air speed controlled means for infiating the bag.

5. In an airplane the combination with a fuselage having spaced upper and lower rearwardly extending vertical fins, and wings extending sub- 4 stantially the full length of the fuselage and centrally recessed to form with the spaced ns v an open center, of propulsion means in the open center, rudder flaps disposed rearwardly about the open center, hinged sections for the leading wing edges, a sectional container within the wing, an inflatable bag in the container, and impeller controlled means for nating the bag to pivot the section.

6. In an airplane the combination with a fuselage having spaced upper and lowei` rearwardly extending vertical ns, and wings extending substantially the full length of the fuselage and centrally recessed to form with the spaced fins an open center, of propulsion means in the open center, rudder flaps disposed rearwardly about the open center, hinged sections for the leading wing edges, a sectional container having walls extending to the edge of the wing, an inflatable bag in the container expansible upon distension of the sections of the container between the walls to fill the space therebetween, impeller controlled means for inflating the bag to pivot the wing section, and a relief valve for the inflated bag.

7. In an airplane the combination with a fuselage having spaced upper and lower rearwardly extending vertical ns, and wings extending substantially the full length of the fuselage and centrally recessed to form with the spaced iins an open center, of propulsion means located forwardly in the open center, an open frame connecting the aft end of the wings and fins and aligned to permit the passage of the propulsion blast therethroug, rudder flaps on the frame independently controlled, brake flaps on the under side o-f the wings, hinge-:l sections for the leading wing edges, a sectional container having walls extending to the edge of the wing, an inatable bag in the container expansible upon distension of the sections of the container between the walls to fill the space therebetween, a pressure tank and communicating means between the tank and the bag, and a valve in said means responsive to air speed and including an impeller to actuate the valve to open position when the air speed reaches a predetermined point in deceleration.

JACK F. RODECK.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,011,033 Rottges Dec. 5, 1911 1,043,079 Von Dreden Nov. 5, 1912 1,523,994 Myers Jan. 20, 1925 1,747,565 Yonkese Feb. 18 ,1930 1,881,034 Smith et al Oct. 4, 1932 2,428,936 Hunter Oct. 14, 1947 

